T....
Also 993 rotors space wheel a bit wider. I found out that Fuchs wheels can not clear 993 caliper without rotor mounted (scared the @#$%^ out of me when I tried wheels on the bare hub before I realized

Next time I get around I'll measure outer rotor wall thickness for 993 and 964 rotors.
Oleg.

that I know if you use 964 or 928 rotors you use 964t or 964RS wheel carriers or 964 wheel carriers w/ their correct o/s build into the caliper adapters

993 option was 7ET55 & 9ET70 wheels, 205/50 & 255/40 x17 tires, factory spec track is 1405/1474mm, rear also used 9x17ET55, I believe that the 9ET70 used a spacer but I've never seen those wheels so don't know for sure the spec is for the 9ET55 wheel

That looks to ba a 964 28x298 rotor on the right, What rotor is on the left?
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It's 993 stock rotot, I labeled pics.

One thing that I want to understand - why factory rolled fenders on RS? It did used 964 turbo wheel carriers and unique upper strut mounts but other suspension pieces were practically 964 parts mounted in NB configuration.

Before switching to this new suspension, I had my car with stock 964 parts & 7.5et55 front wheels at much lower than RS setting and never had problems with lips ... I had bump steer and tire rubbing inner fender issues, but no lips issues.

PS. After move to CA all my books and old reference mags/docs are still boxed up..

One thing that I want to understand - why factory rolled fenders on RS? It did used 964 turbo wheel carriers and unique upper strut mounts but other suspension pieces were practically 964 parts mounted in NB configuration.

Before switching to this new suspension, I had my car with stock 964 parts & 7.5et55 front wheels at much lower than RS setting and never had problems with lips ... I had bump steer and tire rubbing inner fender issues, but no lips issues.

PS. After move to CA all my books and old reference mags/docs are still boxed up..

Ops I missed the labels

My guess is that they were prepping the cars to almost Cup specs, as they also flattened the oil line. These are both steps that allow the use of 8 & 9.5" wheels on the Cups

993 option was 7ET55 & 9ET70 wheels, 205/50 & 255/40 x17 tires, factory spec track is 1405/1474mm, rear also used 9x17ET55, I believe that the 9ET70 used a spacer but I've never seen those wheels so don't know for sure the spec is for the 9ET55 wheel

I just noticed Bill has the optional Cup I's for the 964 narrow body as 7 & 9's. All the info I have shows the RSA wheels as the option wheels which would be 7 ET 55 & 8's ET 52. The 7 & 9's were standard on the turbo.

If anyone has info on the track of the 3.8RS 964 I would be interested.

I just noticed Bill has the optional Cup I's for the 964 narrow body as 7 & 9's. All the info I have shows the RSA wheels as the option wheels which would be 7 ET 55 & 8's ET 52. The 7 & 9's were standard on the turbo.

If anyone has info on the track of the 3.8RS 964 I would be interested.

I ordered 935 style plates. They look like they may provide independent toe and camber alignment (I was wrong - see later)

They also turned to be thinner than stock, so Weissach effect is probably a bit increased, but also they have welded in bolt section which should make them a bit less flexible.

I'm not sure if they decrease or increase Weissach effect (no matter what advertisements say)

Need also rubber rod ends, otherwise ball joint won't last long:

Need also rubber rod ends, otherwise ball bearing won't last long. Putting them on is ROYAL PITA , REALLY:

Now, there's widely discussed topic on what side to put slotted hole. 1st time I put it down. I had hard time getting rear toe to 0, it was always way in. After I flipped them and put slotted hole on top I was able to get toe right and had up to about 3.5 deg freedom in camber.

Note. Adjusting toe screw WILL change your camber, so alignment takes about as long as regular 964 plates.

Yes, with the slotted hole at the bottom I maxed out at -1.2 rear camber. When I put the slotted hole at the top I could get up to -3.0 rear camber. I set it at -2.0 when aligned.

Regarding Weissach effect, I believe that comes from the rubber in the OE spring plate bushing. The 935-style with the monoball and no rubber will not deflect under braking because no rubber components, so Weissach effect is eliminated.

The rear axle feels much more stable and predictable, especially when over the limit and over the limit in transitions, than with the old OE spring plates. It's a great upgrade.

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Regarding Weissach effect, I believe that comes from the rubber in the OE spring plate bushing. The 935-style with the monoball and no rubber will not deflect under braking because no rubber components, so Weissach effect is eliminated.
...

I think Weissach effect is combination of flexible spring plate and "sliding" bushing. Here's page from Paul Frere book

On RS they used special spring plates (somebody can measure them please?) and modified bushing, here's page from RS broshure:

Quote:

Originally Posted by Vandit

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The rear axle feels much more stable and predictable, especially when over the limit and over the limit in transitions, than with the old OE spring plates. It's a great upgrade.

Let's assume the spring plate member is supposed to flex. Any flexing of the metal of the spring plate wouldn't add toe-in because that member is never longer than when it is perfectly straight. And flexing would shorten the length of the member and reduce toe-in.

The RS-spec bushing is the outer bushing in the cast trailing arm. This RS arm (Porsche never sold the bushing by itself) is NLA and that's why Ninemeister worked with Powerflex to engineer their poly bushing kit for the rear trailing arm to mimic the stiffness of the RS piece.